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Getting the Metro from Lisbon Airport to Oriente Station The
Getting the Metro from Lisbon Airport to Oriente Station 1. Exit the Arrivals area and turn right following the signs for the Metro and Exit 2. Exit the airport at the Metro exit and turn right 3. Buy a ticket for the Metro at the ticket machine for Gare do Oriente (€1-40). You will also need to buy a Viva Viagem card costing €0.50. (Staffare on hand to assist you) 4. Take the Red line (Aeroporto - Saldanha line) to Gare do Oriente (3 stops from Lisbon Airport - approximately 10 minutes) 5. When you get offthe Metro at Gare do Oriente, turn right and follow the signs into the main terminal at the train station. Take stairs or escalatoors to one level below the top to find the Ticket Offices. The Train from Oriente to Reguengo-V Pedra Pontevel (or Santarem) 1. The best train to get is the Tomar Regional train to Reguengo (full name Reguengo-V Pedra Pontevel) which runs at least every hour, except om Sunday. (If there is a long wait for the Regional train then the faster Oporto National train to Santarem may be better) Both journeys are approximately 40 minutes. (Note - Reguengo Station is nearer to Marchanta) 2. If you arrive before 8pm at Oriente, you can purchase a ticket at the Ticket Offices. If you arrive after 8pm, you can purchase the ticket on the train from the Conductor. 3. Ask for the platform number and time of departure for your train. Staffwill help you. 4. Please ring us to let us know which train you are taking so that we can collect you from Reguengo (or Santarem) Station 5. -
Dyadic Relationship and Quality of Life Patients with Chronic Kidney Disease Relação Diádica E Qualidade De Vida De Pacientes Com Doença Renal Crônica
ARTIGO ORIGINAL | ORIGINAL ARTICLE Dyadic Relationship and Quality of Life Patients with Chronic Kidney Disease Relação Diádica e Qualidade de Vida de Pacientes com Doença Renal Crônica Autores ABSTRACT RESUMO Nuno Eduardo Roxo Rodrigues Cravo Barata 1,2 Introduction: Chronic Renal insufficiency Introdução: A Insuficiência Renal Crônica (CRI) and dialysis treatment lead to a (IRC) e o tratamento dialítico provocam uma succession of situations for kidney chronic sucessão de situações para o doente renal 1Universidade do Porto. patient, which compromises his aspect, not crônico, que compromete o seu aspecto, não 2 Universidade Portucalense. only physically, and psychologically, with só físico como psicológico, com repercussões personal, family and social repercussions. pessoais, familiares e sociais. Objetivo: Objective: (1) to verify the existence of (1) verificar a existência de diferenças do differences of dyadic adjustment (DA) relacionamento diádico (RD) de acordo according to renal replacement treatment com o Tratamento Substitutivo Renal (TSR) (RRT) and (2) verify the existence of e (2) verificar a existência de diferenças differences quality of life (QOL) in da qualidade de vida (QDV) de acordo accordance with the RRT. Methods: This com o TSR. Métodos: O presente estudo is a cross-sectional study of a descriptive transversal é de carácter descritivo mediante nature through surveys, exploratory and inquéritos, exploratório e correlacional. A correlational. The sample consisted of amostra é constituída por 125 participantes. 125 participants. Of these, 31 were to Destes, 31 encontravam-se a efectuar TSR be made RRT by automated peritoneal por diálise peritoneal automatizada (DPA) dialysis (APD) and 94 hemodialysis (HD). e 94 por hemodiálise (HD). -
A N N U a L R E P O R T a N D a C C O U N
ANNUAL REPORT AND ACCOUNTS 2008 Front: Railway Crossing over Sado River / Alcácer do Sal ANNUAL REPORT AND ACCOUNTS 2008 INDEX COMPANY IDENTIFICATION ..................................................................................................................................... 6 GOVERNING BODIES ................................................................................................................................................ 7 ORGANISATIONAL CHART - 2008 ............................................................................................................................ 8 TEIXEIRA DUARTE GROUP ORGANISATIONAL CHART - 2008 .......................................................................... 10 BUSINESS DATA ...................................................................................................................................................... 12 MANAGEMENT REPORT OF THE BOARD OF DIRECTORS ................................................................................ 13 I. INTRODUCTION ........................................................................................................................................... 14 II. ECONOMIC BACKGROUND ...................................................................................................................... 15 III. GLOBAL OVERVIEW ................................................................................................................................. 17 IV. SECTOR ANALYSIS ................................................................................................................................. -
Current and Future Ecological Status Assessment: a New Holistic Approach for Watershed Management
water Article Current and Future Ecological Status Assessment: A New Holistic Approach for Watershed Management André R. Fonseca 1,* , João A. Santos 1,2 , Simone G.P. Varandas 1,3, Sandra M. Monteiro 1,4, José L. Martinho 5,6 , Rui M.V. Cortes 1,3 and Edna Cabecinha 1,4 1 Centre for the Research and Technology of Agro-Environmental and Biological Sciences, CITAB, 5000-801 Vila Real, Portugal; [email protected] (J.A.S.); [email protected] (S.G.P.V.); [email protected] (S.M.M.); [email protected] (R.M.V.C.); [email protected] (E.C.) 2 Departamento de Física, Universidade de Trás-os-Montes e Alto Douro, UTAD, 5000-801 Vila Real, Portugal 3 Departamento de Ciências Florestais e Arquitetura Paisagista, Universidade de Trás-os-Montes e Alto Douro, UTAD, 5000-801 Vila Real, Portugal 4 Departamento de Biologia e Ambiente, Universidade de Trás-os-Montes e Alto Douro, UTAD, 5000-801 Vila Real, Portugal 5 Departamento de Geologia, Universidade de Trás-os-Montes e Alto Douro, UTAD, 5000-801 Vila Real, Portugal; [email protected] 6 Geosciences Center, University of Coimbra, 3030-790 Coimbra, Portugal * Correspondence: [email protected]; Tel.: +351-936-168-204 Received: 15 September 2020; Accepted: 8 October 2020; Published: 13 October 2020 Abstract: The Paiva River catchment, located in Portugal, integrates the Natura 2000 network of European Union nature protection areas. Resorting to topography, climate and land-use data, a semi-distributed hydrological model (Hydrological Simulation Program–FORTRAN) was run in order to simulate the hydrological cycle of the river and its tributaries. -
Practical Information for Download
The Coimbra LaserLab has a pleasure to invite you top attend the last User Meeting of LaserLab Europe III, which will be held in Coimbra, Portugal, 6-8 September 2015. This is the premier forum to discuss your work with the experts, strengthen networking with your scientific community and sneak peek the upcoming LaserLab Europe IV. The user meeting is entitled “Illuminate – Lasers in the Year of Light” to celebrate the International Year of the Light, proclaimed by the United Nations to raise awareness about how light-based technologies promote sustained development. It is very suiting to held this users meeting at the University of Coimbra, which has been promoting sustainable development since 1290, and recently was recognized as a world heritage by UNESCO. Coimbra itself has much longer story. Over the centuries Roman, Visigoths, Moors and Christians were taking part in the ‘game of thrones’. The present-day character of the city is the legacy of the great epochs of the European and Moors culture. Coimbra’s architecture combines Roman (aqueduct and cryptoporticus), Gothic (Santa Clara-a- Velha Monastery), Renaissance (Santa Cruz Monastery) and Baroque (Joanina Library) styles. Walking around the old town you can feel surrounded by history from tempestuous time. For many centuries the former Portuguese capital has had thriving intellectual and cultural life – for that it remains to be called Lusitanian Athens. In the famous fado song entitled Coimbra é uma lição, city is described as an example of dream and tradition. It is impossible to disagree with this statement while watching students proudly wearing their traditional clothes, and keeping cultural tradition alive through the ages. -
Special Assistance for Project Implementation for Bangkok Mass Transit Development Project in Thailand
MASS RAPID TRANSIT AUTHORITY THAILAND SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION FOR BANGKOK MASS TRANSIT DEVELOPMENT PROJECT IN THAILAND FINAL REPORT SEPTEMBER 2010 JAPAN INTERNATIONAL COOPERATION AGENCY ORIENTAL CONSULTANTS, CO., LTD. EID JR 10-159 MASS RAPID TRANSIT AUTHORITY THAILAND SPECIAL ASSISTANCE FOR PROJECT IMPLEMENTATION FOR BANGKOK MASS TRANSIT DEVELOPMENT PROJECT IN THAILAND FINAL REPORT SEPTEMBER 2010 JAPAN INTERNATIONAL COOPERATION AGENCY ORIENTAL CONSULTANTS, CO., LTD. Special Assistance for Project Implementation for Mass Transit Development in Bangkok Final Report TABLE OF CONTENTS Page CHAPTER 1 INTRODUCTION ..................................................................................... 1-1 1.1 Background of the Study ..................................................................................... 1-1 1.2 Objective of the Study ......................................................................................... 1-2 1.3 Scope of the Study............................................................................................... 1-2 1.4 Counterpart Agency............................................................................................. 1-3 CHAPTER 2 EXISTING CIRCUMSTANCES AND FUTURE PROSPECTS OF MASS TRANSIT DEVELOPMENT IN BANGKOK .............................. 2-1 2.1 Legal Framework and Government Policy.......................................................... 2-1 2.1.1 Relevant Agencies....................................................................................... 2-1 2.1.2 -
Livro Branco Do Metro Do Porto Anexos
ANEXOS AVALIAÇÃO DO IMPACTO GLOBAL DA 1ª FASE DO PROJECTO DO METRO DO PORTO AVALIAÇÃO DO IMPACTO GLOBAL DA 1ª FASE DO PROJECTO DO METRO DO PORTO MARÇO 2008 0 EQUIPA TÉCNICA Paulo Pinho (Coordenador) Manuel Vilares (Coordenador) António José Morgado Cecília Silva Emídio Lopes Frederico Moura e Sá Miguel Torres AVALIAÇÃO DO IMPACTO GLOBAL DA 1ª FASE DO PROJECTO DO METRO DO PORTO ÍNDICE - ANEXOS I PARTE A3. ANEXO - METODOLOGIAS DE AVALIAÇÃO DOS IMPACTOS II PARTE A5. ANEXO - A MOBILIDADE NA CIDADE E NA ÁREA METROPOLITANA ANTES DO METRO A6. ANEXO - A MOBILIDADE NA ÁREA METROPOLITANA DO PORTO COM O METRO A9. ANEXO - AVALIAÇÃO DOS IMPACTOS AMBIENTAIS AVALIAÇÃO DO IMPACTO GLOBAL DA 1ª FASE DO PROJECTO DO METRO DO PORTO 1ª PARTE AVALIAÇÃO DO IMPACTO GLOBAL DA 1ª FASE DO PROJECTO DO METRO DO PORTO ANEXO 3 - METODOLOGIAS DE AVALIAÇÃO AVALIAÇÃO DO IMPACTO GLOBAL DA 1ª FASE DO PROJECTO DO METRO DO PORTO A3.1. Metodologia adoptada no inquérito As características principais da metodologia adoptada no inquérito aos clientes e não clientes do Metro do Porto são as seguintes: a) População alvo A população alvo é constituída por clientes e não clientes do Metro do Porto, residentes na área de influência deste meio de transporte, a qual é definida por sete concelhos: Gondomar, Maia, Matosinhos, Porto, Póvoa de Varzim, Vila do Conde e Vila Nova de Gaia. Embora não corresponda à Área Metropolitana do Porto (faltam os concelhos de Espinho e Valongo), utilizaremos, por razões de facilidade, frequentemente esta designação para nos referirmos à área de influência do Metro do Porto Por outro lado, os residentes nestes concelhos foram subdivididos em quatro subpopulações alvo (que designaremos por P1, P2, P3 e P4): P1: Clientes do Metro do Porto; P2: Não Clientes do Metro do Porto - Utilizadores de Transporte Individual (automóvel ou motociclo); P3: Não Clientes do Metro do Porto - Utilizadores de outros Transportes Colectivos ( autocarro, eléctrico, comboio ou táxi); P4: Não utilizadores de Transportes Motorizados ( deslocação a pé ou de bicicleta). -
[Assinatura Qualificada] PETROLEOS DE PORTUGAL- PETROGAL S.A
ANEXO II Proposta [a que se refere o subponto 4.3 do presente convite] PROPOSTA Olinda Monteiro Mota Rodrigues, casada, portadora do Cartão de Cidadão com o número de identificação civil 10828429, válido até 09-07-2020 emitido pela República Portuguesa, NIF 209382902 com domicílio profissional na Rua Tomás da Fonseca, Torre A, Lisboa, na qualidade de Procuradora de Petróleos de Portugal – Petrogal, S.A., Pessoa colectiva nº 500697370, matriculada na Conservatória do Registo Comercial de Lisboa, NIPC/MCR Lisboa, com o capital social de € 516.750.000,00, depois de ter tomado conhecimento do objeto do procedimento de ajuste direto n.º 16/2015/DGF-A – Aquisição de combustíveis rodoviários através de cartão eletrónico de abastecimento designadamente gasolina e gasóleo, obriga-se a executar o contrato a celebrar, de harmonia com o disposto no caderno de encargos e com o valor fixo de desconto indicado na seguinte tabela, a qual faz parte integrante da presente proposta, até ao limite fixado na cláusula 12.ª do caderno de encargos - € 44.714,00 (quarenta e quatro mil, setecentos e catorze euros), acrescido de IVA à taxa legal em vigor: Consumo estimado em Desconto fixo por litro (valor Desconto fixo por Tipo de Combustível litros (de 05.09.2015 a arredondado até à quarta casa litro mínimo aceite 31.12.2015) decimal) Gasolina 970 0,0708 0,0708 Gasóleo 45.260 0,0708 0,0708 Valores sem IVA incluído Lisboa, 27 de julho de 2015 Petróleos de Portugal Petrogal, S.A. Município do Cartaxo REFª – 1-1950915389 Lisboa, 27 de Julho de 2015 Aquisição de combustíveis rodoviários através de cartão eletrónico de abastecimento designadamente gasolina e gasóleo Petróleo de Portugal – Petrogal, S.A., vem por este meio apresentar proposta de fornecimento, nas seguintes condições: GASÓLEO RODOVIÁRIO De acordo com a especificação oficial em vigor, decreto-lei n.º 142/2010 de 31 de Dezembro Origem – Portugal Marca – Galp O Gasóleo Rodoviário será fornecido ao CLIENTE pelo preço de referência PETROGAL que vigorar no momento do abastecimento. -
A Coastal Vulnerability Assessment Due to Sea Level Rise: a Case Study of Atlantic Coast of Portugal’S Mainland
Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 27 December 2019 doi:10.20944/preprints201912.0366.v1 Peer-reviewed version available at Water 2020, 12, 360; doi:10.3390/w12020360 Article A Coastal Vulnerability Assessment due to Sea Level Rise: A Case Study of Atlantic Coast of Portugal’s Mainland Carolina Rocha 1, Carlos Antunes 1,2* and Cristina Catita 1,2 1 Faculdade de Ciências, Universidade de Lisboa, 1749-016 Lisboa, Portugal; [email protected] 2 Instituto Dom Luiz, Universidade de Lisboa, 1749-016 Lisboa, Portugal; [email protected] * Correspondence: [email protected]; Tel.: +351 21 7500839 Abstract: The sea level rise, a consequence of climate change, is one of the biggest challenges that countries and regions with coastal lowland areas will face in the medium term. This study proposes a methodology for assessing the vulnerability to sea level rise (SLR) on the Atlantic coast of Portugal mainland. Some scenarios of extreme sea level for different return periods and extreme flooding events were estimated for 2050 and 2100, as proposed by the European Union Directive 2007/60/EC. A set of physical parameters are considered for the multi-attribute analysis technique implemented by the Analytic Hierarchy Process, in order to define a Physical Vulnerability Index fundamental to assess coastal vulnerability. For each SLR scenario, coastal vulnerability maps, with spatial resolution of 20 m, are produced at national scale to identify areas most at risk of SLR, constituting key documents for triggering adaptation plans for such vulnerable regions. For 2050 and 2100, it is estimated 903 km2 and 1146 km2 of vulnerable area, respectively, being the district of Lisbon the most vulnerable district in both scenarios. -
The Urban Rail Development Handbook
DEVELOPMENT THE “ The Urban Rail Development Handbook offers both planners and political decision makers a comprehensive view of one of the largest, if not the largest, investment a city can undertake: an urban rail system. The handbook properly recognizes that urban rail is only one part of a hierarchically integrated transport system, and it provides practical guidance on how urban rail projects can be implemented and operated RAIL URBAN THE URBAN RAIL in a multimodal way that maximizes benefits far beyond mobility. The handbook is a must-read for any person involved in the planning and decision making for an urban rail line.” —Arturo Ardila-Gómez, Global Lead, Urban Mobility and Lead Transport Economist, World Bank DEVELOPMENT “ The Urban Rail Development Handbook tackles the social and technical challenges of planning, designing, financing, procuring, constructing, and operating rail projects in urban areas. It is a great complement HANDBOOK to more technical publications on rail technology, infrastructure, and project delivery. This handbook provides practical advice for delivering urban megaprojects, taking account of their social, institutional, and economic context.” —Martha Lawrence, Lead, Railway Community of Practice and Senior Railway Specialist, World Bank HANDBOOK “ Among the many options a city can consider to improve access to opportunities and mobility, urban rail stands out by its potential impact, as well as its high cost. Getting it right is a complex and multifaceted challenge that this handbook addresses beautifully through an in-depth and practical sharing of hard lessons learned in planning, implementing, and operating such urban rail lines, while ensuring their transformational role for urban development.” —Gerald Ollivier, Lead, Transit-Oriented Development Community of Practice, World Bank “ Public transport, as the backbone of mobility in cities, supports more inclusive communities, economic development, higher standards of living and health, and active lifestyles of inhabitants, while improving air quality and liveability. -
RENEW2014- General Information(Maps and Location Of
LISBON MAP (IST and surrounding areas) A – Instituto Superior Técnico (IST) IST MAP * * Congress Centre – Floor 01 Venue of RENEW 2014 Conference How to get at IST/ Hotels Airport From Lisbon Airport (Portela) to IST Alameda campus is an approximate 10 minutes drive. Lisbon Airport is very close to the city centre – it is located 7km from the centre - and there are different alternatives to get there, namely by Metro , by Aerobus (http://www.yellowbustours.com /en/cities/lisbon/airport-transport), by city bus ( Carris ) or by taxi. If you choose the Metro to go from the airport straight to IST, you have the red line (linha vermelha) and you should exit at Alameda or Saldanha station. It takes around 15 to 20 minutes and costs €1,40 plus €0,50 for the "viva viagem" rechargeable card. Taxi Taxis are more flexible and allow you to arrive at IST from any point in the city, but of course the tariff also increases according to the distance, traffic and time of day. The trip from the Airport to IST costs around 10 euros. It is possible to buy "taxi vouchers" at the airport from €20 to €25. Bus The whole city of Lisbon is covered by an urban transport network with convenient timetables and frequent buses. The following buses stop near IST Alameda campus: • Av. Rovisco Pais/Av. António José de Almeida (side entrances): 720, 742, 767. • Alameda: 708 (bike bus), 717, 718, 720, 735, 767; night bus: 206, 208. • Saldanha/Arco do Cego: 713, 716, 720, 726, 727, 736, 738, 742, 744, 767, 783; night bus: 207. -
Title: Portuguese Population Over the Nineteenth Century: an Overview
Title: Portuguese population over the nineteenth century: an overview. Authors: Cristiana Viegas de Andrade1 & Marco Cariglia2 In the last few decades, there has been particular interest in describing demographic patterns in the 19th century in Portugal. Parish-level research has made it possible to observe marriage, fertility, mortality and migration patterns all over the country (Amorim, 1983, 1992, 1998; Andrade, 2010a, 2010b, 2011; Brettell, 1986; O’Neill, 1987; Pereira, 1996; Faria, 1998; Faustino, 1998; Gomes, 1998; Scott, 1999; Castro, 2001; Solé, 2001; Juncal, 2004). However, few efforts were made to synthesise the findings in order to get a broader overview of the Portuguese demographic dynamics over the period (Livi-Baci, 1971; Rolland (1986)). Different parts of Portugal presented their particularities, which were mainly a consequence of regional socio-economic specificities associated with a larger context of demographic patterns (such as international migration streams). In order to fill this lack, this paper will present a review of the research findings at local and regional levels. It will also analyse data from the census of 1845, 1864, 1878, 1890 and 1900.The idea is to make a comparative analysis so regional e national patterns will be identified. In this extended abstract I will show some of the analysis of the paper, such as the Portuguese population increase according to the census data, the proportion of celibates and the mean age at first marriage. The analysis presented in this extended abstract is only a sample of what was already done in the full paper, which includes also the analysis of the crude birth, death, infant death and emigration rates by province, proportion of illegitimate childen, and total fertility rates by parish.